EP2760734B1 - Access door assembly and method of making the same - Google Patents
Access door assembly and method of making the same Download PDFInfo
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- EP2760734B1 EP2760734B1 EP12756316.1A EP12756316A EP2760734B1 EP 2760734 B1 EP2760734 B1 EP 2760734B1 EP 12756316 A EP12756316 A EP 12756316A EP 2760734 B1 EP2760734 B1 EP 2760734B1
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- Prior art keywords
- access door
- panel
- edge
- nonlinear edge
- support structure
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- 238000000034 method Methods 0.000 claims description 58
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- 230000000712 assembly Effects 0.000 description 29
- 238000000429 assembly Methods 0.000 description 29
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Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/14—Windows; Doors; Hatch covers or access panels; Surrounding frame structures; Canopies; Windscreens accessories therefor, e.g. pressure sensors, water deflectors, hinges, seals, handles, latches, windscreen wipers
- B64C1/1407—Doors; surrounding frames
- B64C1/1446—Inspection hatches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
- B64C1/068—Fuselage sections
- B64C1/069—Joining arrangements therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
- B64C1/12—Construction or attachment of skin panels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C2001/0054—Fuselage structures substantially made from particular materials
- B64C2001/0081—Fuselage structures substantially made from particular materials from metallic materials
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
Description
- The disclosure relates generally to access door assemblies for attachment to structures, and more particularly, to panel and access door assemblies having unique edgebands for attachment to structural frames of vehicles, such as aircraft, and other structures.
- In many applications, panels and access doors may be assembled by mechanically fastening the panels together and portions of the access doors together with one or more rows of fasteners, such as rivets, bolts, screws, or other fasteners, by chemically bonding the panels together and portions of the access doors with an adhesive or another chemical bonding element. or by another means of joining or fastening known in the art. Such panel assemblies and/or access door assemblies may be attached to structural frames or other structures or parts of various transport vehicles, such as aircraft, spacecraft, rotorcraft, watercraft, automobiles, trucks, buses, or other transport vehicles, or of architectural structures such as buildings, bridges, or other structures.
- In particular, an aircraft fuselage or body may be manufactured with multiple skin panels mechanically fastened together both circumferentially and longitudinally with rows of fasteners such as metal rivets. Such skin panels may be used to form fairings which are structures to reduce drag and to produce a smooth outline and appearance of the aircraft. Fairings, such as wing-to-body fairings, provide an aerodynamic shell between the wing and the fuselage or body of an aircraft to form the outer skin of the aircraft. Known wing-to-body fairing panel assemblies typically have panels with a linear or straight edge between two adjacent panels attached to an aircraft structural frame.
- Illustrations of known wing-to-body fairing panel assemblies are shown in
FIGS. 2A-2C andFIGS. 3-4 .FIG. 2A is an illustration of an interior side perspective view of a known aircraft wing-to-bodyfairing panel assembly 30 formed ofpanel elements straight edges FIG. 2C ), respectively. As shown inFIGS. 2A-2C , thepanel elements sides edgebands FIG. 2B ) and eachedgeband panel openings FIG. 2B );honeycomb core portions portions FIG. 2A );interior surfaces FIG. 2A ); and,exterior surfaces FIG. 2C ). Thepanel elements edgebands honeycomb core portions honeycomb core portions honeycomb core portions edgebands -
FIG. 2B is an illustration of an interior front perspective view of the known aircraft wing-to-body fairing,panel assembly 30 ofFIG. 2A .FIG. 2C is an illustration of an exterior perspective view of the known aircraft wing-to-bodyfairing panel assembly 30 ofFIG. 2A . As shown inFIG. 2B , thepanel elements first end edges profile 48, of an aircraftstructural frame element 46 viaframe openings panel openings panel elements panel elements structural frame element 46 and, in turn, to each other, via fasteners 56 (seeFIGS. 2C, 3 ) inserted through thepanel openings corresponding frame openings -
FIG. 3 is an illustration of a close-up perspective view of an exterior portion of thepanel element 32a of the known aircraft wing-to-bodyfairing panel assembly 30 ofFIG. 2A joined to the aircraftstructural frame element 46. As shown inFIG. 3 , the aircraftstructural frame element 46 further has asecond end edge 60 and abody 62 withopenings 64. -
FIG. 4 is an illustration of an interior perspective view of aninterface 66 between the twoadjacent panel elements fairing panel assembly 30 ofFIG. 2A . Theinterface 66 is formed between the linear orstraight edges edgeband width 54 is formed between anend 68 of theedgeband 38a and anend 70 of theedgeband 38b. - The use of a double row of fasteners or multiple rows of fasteners in the edgeband width of such known panel assemblies as shown in
FIGS. 2A-2C andFIGS. 3-4 may increase the edgeband width, and, in turn, may increase the amount of heavier material that may be used in the edgebands. This may result in an increase in the overall weight of the panel assemblies and the structure to which it is attached. Moreover, the use of a double row of fasteners or multiple rows of fasteners in the edgeband width may increase the number of fasteners needed to assemble the panel assemblies. This may further result in an increase in the overall weight of the panel assemblies and the structure to which it is attached. Finally, with the use of an increased number of fasteners, the cost of manufacturing the panel assemblies may increase due to increased time and labor that may be required to install the fasteners. - Illustrations of removable, non-hinged, known access door assemblies are shown in
FIGS. 15A-15D .FIG. 15A is an illustration of an exterior perspective view of a knownaccess door assembly 300.FIG. 15B is an illustration of an exterior perspective view of the knownaccess door assembly 300 ofFIG. 15A with anaccess door 302 removed.FIG. 15C is an illustration of an interior perspective view of the knownaccess door assembly 300 ofFIG. 15A .FIG. 15D is an illustration of an interior perspective view of the knownaccess door assembly 300 ofFIG. 15A with theaccess door 302 removed. - As shown in
FIG. 15A , the knownaccess door assembly 300 has anaccess door 302 with a circular edge 303 (alternatively, the edge may be linear), anexterior side 304, an interior side 306 (seeFIG. 15C ), and a plurality ofaccess door openings 308. As further shown inFIG. 15A , the knownaccess door assembly 300 has asupport portion 310 adjacent theaccess door 302 having anexterior side 312, an interior side 314 (seeFIG. 15C ), and a plurality ofsupport portion openings 316. - As shown in
FIG. 15B , the knownaccess door assembly 300 further has adoubler 318 attached to thesupport portion 310 and has anexterior side 320, an interior side 322 (seeFIG. 15D ), and a double row plurality ofdoubler openings FIG. 15D ). Theaccess door 302 is designed to fit against a recessededge portion 326 over thedoubler 318 and flush with theexterior side 312 of thesupport portion 310. - As shown in
FIG. 3A , the knownaccess door assembly 300 is joined to astructure 328, such as an aircraftstructural element 330, having anexterior side 332 and an interior side 334 (seeFIG. 15D ).FIG. 15B shows a diameter (d1) 338 of theinterior opening 336, andFIG. 15D shows a diameter (d2) 340 of thedoubler 318. Theaccess door 302 may be joined to thedoubler 318, and in turn, to thestructure 328 via fastener elements 342 (seeFIG. 15A ) inserted through theaccess door openings 308 and thecorresponding doubler openings 324a (seeFIG. 15B ). Thestructure portion 310 may be attached to thedoubler 318 via fastener elements 342 (seeFIG. 15A ) inserted through thesupport portion openings 316 and thecorresponding doubler openings 324b (seeFIG. 15D ). This results in a double row offastener elements 342 on each side of the interface of thecircular edge 303 of the access door 302 (seeFIG. 15A ). - The use of a double row of fastener elements or multiple rows of fastener elements in the known access door assemblies, such as known
access door assembly 300, shown inFIGS. 15A-15D , may increase the diameter (d2) 340 of the interior of thedoubler 318 and, in turn, may increase the amount of doubler material used in the knownaccess door assembly 300. This may result in an increase in the overall weight of such knownaccess door assembly 300 and thestructure 328 to which it is attached. Moreover, the use of a double row of fastener elements or multiple rows of fastener elements on each side of the interface of thecircular edge 303 of theaccess door 302 may increase the number of fastener elements needed to assemble the knownaccess door assembly 300. This may further result in an increase in the overall weight of the knownaccess door assembly 300 and thestructure 328 to which it is attached. Finally, with the use of an increased numbed of fastener elements, the cost of manufacturing such known access door assemblies may increase due to increased time and labor that may be required to install the fastener elements. - Document
US 2009/0166473 A1 shows an aircraft manhole comprising a skin panel of the aircraft structure, an outer door and an inner door of the aircraft manhole being positioned on the nnentioned skin panel, further comprising stringers installed on the skin panel positioned on and attached to the skin, fixing edges partially projecting through the manhole on the side for positioning the outer door and inner door, further comprising reinforcements arranged between the outer door and the inner door of the manhole that are attached to the skin, said reinforcements forming the fixing edges on one of its sides, and a cavity arranged in the skin to allow installing the outer door, thus maintaining the aerodynamic surface of the assembly as well as its tightness. - Accordingly, there is a need in the art for an improved panel assembly and method of making the same that provide advantages over known assemblies and methods. Further, there is a need in the art for an improved access door assembly and method of making the same that provide advantages over known assemblies and methods.
- This need for an improved panel assembly and method of making the same is satisfied. In addition, this need for an improved access door assembly and method of making the same is satisfied. As discussed in the below detailed description, embodiments of the improved panel assembly and method and improved access door assembly and method may provide significant advantages over known assemblies and methods.
- According to the invention, there is provided an access door assembly according to
claim 1 and a method according to claim 9. - In an embodiment (not claimed) of the disclosure, there is provided a panel assembly for joining to a structure. The assembly comprises a first panel element having at least one first panel nonlinear edge. The assembly further comprises a second panel element having at least one second panel nonlinear edge. The second panel nonlinear edge is designed to interlace with the first panel nonlinear edge to form a panel assembly with interlaced panel edgeband for joining to a structure. A width of the interlaced panel edgebands is reduced as compared to a width of adjacent panel edgebands formed by adjacent panel elements having linear edges, and the reduced width results in an overall reduced weight of the panel assembly and the structure to which the panel assembly is joined.
- In another embodiment (not claimed) of the disclosure, there is provided a method of making a panel assembly for joining to a structure. The method comprises fabricating a first panel element having at least one first panel nonlinear edge. The method further comprises fabricating a second panel element having at least one second panel nonlinear edge, wherein the second panel nonlinear edge is designed to interlace with the first panel nonlinear edge. The method further comprises interlacing the first panel nonlinear edge with the second panel nonlinear edge to form a panel assembly with interlaced panel edgebands. The method further comprises joining the interlaced panel edgebands of the panel assembly to a structure. A width of the interlaced panel edgebands is reduced as compared to a width of adjacent panel edgebands formed by adjacent panel elements having linear edges. The reduced width results in an overall reduced weight of the panel assembly and the structure to which the panel assembly is joined.
- In another embodiment of the disclosure (not claimed), there is provided a method of making a scalloped panel assembly for joining to an aircraft. The method comprises fabricating a plurality of panel elements each having at least one scalloped edge comprising a plurality of rounded scalloped projections, wherein each rounded scalloped projection has a panel opening. The method further comprises interlacing the panel elements together such that the at least one scalloped edge of each panel element interlaces and corresponds with at least one adjacent scalloped edge of one or more adjacent panel elements to form a scalloped panel assembly with interlaced scalloped edgebands. The method further comprises joining one or more interlaced scalloped edgebands of the scalloped panel assembly to one or more aircraft structural frame elements. The method further comprises inserting a fastener element through each panel opening and through a corresponding frame opening provided in the aircraft structural frame element in order to fasten the one or more interlaced scalloped edgebands to the one or more aircraft structural frame elements. A width of the interlaced scalloped edgebands is reduced as compared to a width of adjacent panel edgebands formed by adjacent panel elements having linear edges. The reduced width results in an overall reduced weight of the scalloped panel assembly and the one or more aircraft structural frame elements to which the panel assembly is joined.
- In another embodiment of the disclosure, there is provided an access door assembly for joining to a structure. The access door assembly comprises an access door comprising at least one access door nonlinear edge. The access door assembly further comprises a support structure comprising at least one support structure nonlinear edge. The access door assembly further comprises a doubler element attached to an interior side of the support structure. The support structure nonlinear edge is designed to interlace with the access door nonlinear edge to form an access door assembly for joining to a structure, the access door assembly having an interlaced nonlinear edge interface. A diameter of the doubler element of the access door assembly is preferably reduced as compared to a diameter of a doubler element of an access door assembly having a linear or circular edge, such that the reduced diameter preferably results in an overall reduced weight of the access door assembly and the structure to which the access door assembly is joined.
- In another embodiment of the disclosure, there is provided an aircraft access door assembly for joining to an aircraft. The aircraft access door assembly comprises an access door comprising a scalloped edge configuration and a plurality of access door openings. The aircraft access door assembly further comprises a support structure comprising a scalloped edge configuration and a plurality of support structure openings. The aircraft access door assembly further comprises a doubler element attached to an interior side of the support structure, the doubler element having a plurality of doubler element openings. The scalloped edge configuration of the access door is designed to interlace with the scalloped edge configuration of the support structure to form an aircraft access door assembly for joining to an aircraft structure, the aircraft access door assembly having an interlaced scalloped interface. The aircraft access door assembly further comprises a plurality of fasteners for insertion through the access door openings and for insertion through doubler element openings corresponding to the access door openings in order to join the access door to the doubler element and to the aircraft structure. A diameter of the doubler element of the aircraft access door assembly is preferably reduced as compared to a diameter of a doubler element of a known access door assembly having a linear or circular edge, such that the reduced diameter preferably results in an overall reduced weight of the aircraft access door assembly and the aircraft structure to which the aircraft access door assembly is joined.
- In another embodiment of the disclosure, there is provided a method of making an access door assembly for joining to a structure. The method comprises fabricating an access door having at least one access door nonlinear edge. The method further comprises fabricating a support structure having at least one support structure nonlinear edge, wherein the support structure nonlinear edge is designed to interlace with the access door nonlinear edge. The method further comprises attaching a doubler element to an interior side of the support structure. The method further comprises interlacing the access door nonlinear edge with the support structure nonlinear edge to form an access door assembly with an interlaced nonlinear edge interface. The method further comprises joining the access door assembly to a structure. A diameter of the doubler element of the access door assembly is preferably reduced as compared to a diameter of a doubler element of an access door assembly having a linear or circular edge, such that the reduced diameter preferably results in an overall reduced weight of the access door assembly and the structure to which the access door assembly is joined.
- The features, functions, and advantages that have been discussed can be achieved independently in various embodiments of the disclosure or may be combined in yet other embodiments further details of which can be seen with reference to the following description and drawings.
- The disclosure can be better understood with reference to the following detailed description taken in conjunction with the accompanying drawings which illustrate preferred and exemplary embodiments, but which are not necessarily drawn to scale, wherein:
-
FIG. 1 is an illustration of a perspective view of an exemplary aircraft that may incorporate one or more advantageous embodiments of a panel assembly of the disclosure; -
FIG. 2A is an illustration of an interior side perspective view of a known aircraft wing-to-body fairing panel assembly; -
FIG. 2B is an illustration of an interior front perspective view of the known aircraft wing-to-body fairing panel assembly ofFIG. 2A ; -
FIG. 2C is an illustration of an exterior perspective view of the known aircraft wing-to-body fairing panel assembly ofFIG. 2A ; -
FIG. 3 is an illustration of a close-up perspective view of an exterior portion of one of the known panel elements ofFIG. 2A attached to an aircraft structural frame element; -
FIG. 4 is an illustration of an interior perspective view of an interface of panel elements of the known aircraft wing-to-body fairing panel assembly ofFIG. 2A ; -
FIG. 5 is an illustration of an interior perspective view of an interface of panel elements of one of the embodiments not claimed of a panel assembly of the disclosure; -
FIG. 6 is an illustration of an exterior view of one of the embodiments not claimed of a panel assembly of the disclosure; -
FIG. 7 is an illustration of an exploded perspective view of one of the embodiments not claimed of a panel assembly of the disclosure attached to a structural frame element; -
FIG. 8 is an illustration of a cross-sectional view of one of the embodiments not claimed of a panel assembly of the disclosure attached to a structural frame element; -
FIG. 9A is an illustration of an interior side perspective view of one of the embodiments not claimed of a panel assembly of the disclosure; -
FIG. 9B is an illustration of an interior front perspective view of the panel assembly not claimed ofFIG. 9A ; -
FIG. 9C is an illustration of an exterior perspective view of the panel assembly ofFIG. 9A ; -
FIG. 10 is an illustration of a close-up perspective view of an exterior portion of one of the panel elements not claimed ofFIG. 9A attached to a structural frame element; -
FIG. 11A is an illustration of an exterior perspective view of another embodiment not claimed of a panel assembly of the disclosure showing four interlaced panel elements; -
FIG. 11B is an illustration of an exterior perspective view of the panel assembly ofFIG. 11A with one panel element disconnected; -
FIG. 11C is an illustration of an interior perspective view of the panel assembly ofFIG. 11A ; -
FIG. 12 is an illustration of a flow diagram of an exemplary embodiment not claimed of a method of the disclosure; -
FIG. 13 is an illustration of a flow diagram of another exemplary embodiment not claimed of a method of the disclosure; -
FIG. 14 is an illustration of a perspective view of an exemplary aircraft that may incorporate one or more advantageous embodiments of an access door assembly of the disclosure; -
FIG. 15A is an illustration of an exterior perspective view of a known access door assembly; -
FIG. 15B is an illustration of an exterior perspective view of the known access door assembly ofFIG. 15A with the access door removed; -
FIG. 15C is an illustration of an interior perspective view of the known access door assembly ofFIG. 15A ; -
FIG. 15D is an illustration of an interior perspective view of the known access door assembly ofFIG. 15A with the access door removed; -
FIG. 16A is an illustration of an exterior perspective view of one of the embodiments of an access door assembly of the disclosure; -
FIG. 16B is an illustration of an exterior perspective view of the access door assembly ofFIG. 16A with the access door removed; -
FIG. 16C is an illustration of an interior perspective view of the access door assembly ofFIG. 16A ; -
FIG. 16D is an illustration of an interior perspective view of the access door assembly ofFIG. 16A with the access door removed; -
FIG. 17A is an illustration of an exterior top view of another one of the embodiments of an access door assembly of the disclosure where the access door has a positioning tab portion; -
FIG. 17B is an illustration of a cross-sectional view taken along lines 17B-17B ofFIG. 17A ; -
FIG. 17C is an illustration of a cross-sectional view taken alonglines 17C-17C of F-IG. 17A; -
FIG. 18 is an illustration of an exterior perspective view of another one of the embodiments of an access door assembly of the disclosure where the access door has a positioning tab portion; and, -
FIG. 19 is an illustration of a flow diagram of an exemplary embodiment of a method of making one of the embodiments of an access door assembly of the disclosure. - Disclosed embodiments will now be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all of the disclosed embodiments are shown. Indeed, several different embodiments may be provided and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete and will fully convey the scope of the disclosure to those skilled in the art.
- The contents of this description from page 9,
line 22 topage 18,line 14 does not constitute claimed subject-matter. - Now referring to the Figures,
FIG. 1 is an illustration of a perspective view of anexemplary aircraft 10 that may incorporate one or more advantageous embodiments of a panel assembly 100 (seeFIGS. 9A-9C ) or a scalloped panel assembly 150 (seeFIGS. 11A-11B ) of the disclosure. As shown inFIG. 1 , theaircraft 10 comprises a fuselage orbody 12, anose 14, acockpit 16,wings 18 operatively coupled to the fuselage orbody 12, one ormore propulsion units 20, a tailvertical stabilizer 22, one or more tailhorizontal stabilizers 24, and a wimg-to-body fairing 26 withfasteners 28.FIG. 1 shows thepanel assembly 100 incorporated in the wing-to-body fairing 26. Although theaircraft 10 shown inFIG. 1 is generally representative of a commercial passenger aircraft, thepanel assembly 100, as well as thepanel assembly 150, may also be employed in other types of aircraft. More specifically, the teachings of the disclosed embodiments may be applied to other passenger aircraft, cargo aircraft, military aircraft, rotorcraft, and other types of aircraft or aerial vehicles, as well as aerospace vehicles, satellites, space launch vehicles, rockets, and other aerospace vehicles. It may also be appreciated that embodiments of the assemblies, methods, and systems in accordance with the disclosure may be utilized in other transport vehicles, such as boats and other watercraft, trains, automobiles, trucks, buses, or other suitable transport vehicles. It may further be appreciated that embodiments of the assemblies, methods, and systems in accordance with the disclosure may be used in various structures where a panel may be attached to a structural element, such as buildings, bridges, or other suitable structures. - As shown in
FIGS. 9A-9C , in one of the embodiments there is provided apanel assembly 100 for joining to astructure 115, such as astructural frame element 116. Thestructural frame element 116 may comprise an aircraft structural frame element 46 (seeFIG. 2A ). Thestructure 115 preferably has at least one panelized construction portion 101 (seeFIG. 1 ). Thestructure 115 may comprise an aircraft 10 (seeFIG. 1 ), a spacecraft, a satellite, a rotorcraft, a watercraft, a boat, a train, an automobile, a truck, a bus, a tractor trailer, a building or other architectural structure, or another suitable structure. -
FIG. 9A is an illustration of an interior side perspective view of thepanel assembly 100.FIG. 9B is an illustration of an interior front perspective view of thepanel assembly 100 ofFIG. 9A .FIG. 9C is an illustration of an exterior perspective view of thepanel assembly 100 ofFIG. 9A . As shown inFIG. 9A , thepanel assembly 100 comprises afirst panel element 102a having at least one first panelnonlinear edge 122a (seeFIG. 9C ). Thepanel assembly 100 further comprises asecond panel element 102b having at least one second panelnonlinear edge 122b (seeFIG. 9C ). As shown inFIG. 9C , the first panelnonlinear edge 122a and the second panelnonlinear edge 122b preferably each have a scalloped orzippered edge configuration projections projections panel openings - As shown in
FIG. 9A , the first andsecond panel elements side second panel elements edgeband FIG. 9A ). When the first panelnonlinear edge 122a and the second panelnonlinear edge 122b are interlaced and first andsecond panel elements FIGS. 9B ,5 ). As shown inFIG. 9A , the first andsecond panel elements core portions portions second panel elements interior surfaces FIG. 9A ), respectively, andexterior surfaces FIG. 9C ), respectively. - The first and
second panel elements core portions core portions core portions core portions - As shown in
FIG. 9C , preferably, the edgeband 108a of thefirst panel element 102a has a plurality of spacedpanel openings 114a along the first panelnonlinear edge 122a. Preferably, theedgeband 108b of thesecond panel element 102b has a plurality of spacedpanel openings 114b along the second panelnonlinear edge 122b. When the first panelnonlinear edge 122a is interlaced and joined with the second panelnonlinear edge 122b, thepanel openings FIG. 6 ). - As shown in
FIGS. 9A-9B andFIG. 10 , the first andsecond panel elements structure 115, such as thestructural frame element 116. Thestructure 115, such as thestructural frame element 116, may comprise a first end edge 126 (seeFIG. 10 ) having a C-profile 112 (seeFIG. 9A ) and having a plurality offrame openings 128. Thestructure 115, such as thestructural frame element 116, may further comprise asecond end edge 130 and abody 134 havingopenings 132. Preferably, theframe openings 128 correspond to thepanel openings 114a, 1144b of thepanel elements - The
panel assembly 100 may further comprise a plurality of fastener elements 138 (seeFIGS. 9C, 10 ). Thefastener elements 138 may comprise known fastener elements such as rivets, nuts and bolts, screws, or other suitable fastener elements. Eachfastener element 138 is configured for insertion through thepanel opening FIGS. 9C, 10 ), respectively, of the first andsecond panel elements fastener element 138 is configured for further insertion through a corresponding frame opening 128 (seeFIG. 10 ) provided in thefirst end edge 126 of thestructure 115, such as thestructural frame element 116.FIG. 10 is an illustration of a close-up perspective view of an exterior portion of thefirst panel element 102a ofFIG. 9A attached to thefirst end edge 126 of thestructure 115, such as thestructural frame element 116, atattachment interface 136a. The first andsecond panel elements structure 115, such as thestructural frame element 116, via fastener elements 138 (seeFIGS. 9C, 10 ) inserted through thepanel openings corresponding frame openings 128. As shown inFIG. 9C , when the edgebands 108a, 108b of the first andsecond panel elements fastener elements 138 may be inserted throughpanel openings frame openings 128 to join or attach the first andsecond panel elements structure 115, such as thestructural frame element 116, and, in turn, to join or attach the first andsecond panel elements fastener elements 138, thepanel assembly 100 may be joined to thestructure 115 via an adhesive or other chemical bonding element or other suitable fastening mechanism. -
FIG. 7 is an illustration of an exploded perspective view of one of the embodiments of thepanel assembly 100 of the disclosure attached to thestructure 115, such as thestructural frame element 116. As shown inFIG. 7 , thesecond panel element 102b is shown separated from thefirst panel element 102a which is shown attached to thestructure 115, such as thestructural frame element 116.FIG. 8 is an illustration of a cross-sectional view of thestructural frame element 116 attached atattachment interfaces second panel elements FIG. 8 , the edgeband 108a of thefirst panel element 102a is attached to thefirst end edge 126 of thestructure 115, such as thestructural frame element 116, atattachment interface 136a, and the edgeband 108b of thesecond panel element 102b is attached to thefirst end edge 126 of thestructure 115, such as thestructural frame element 116, atattachment interface 136b. - The
panel assembly 100 disclosed herein preferably has an overall reduced fastener element count offastener elements 138 that may be used to fasten the interlaced panel edgebands 108a, 108b of the first andsecond panel elements structure 115 as compared to an overall fastener element count that may be used to fastenadjacent panel edgebands FIG. 4 ) formed byadjacent panel elements linear edges FIG. 4 ). The reduced fastener element count of thepanel assembly 100 preferably results in a further overall reduced weight of thepanel assembly 100 and thestructure 115 to which thepanel assembly 200 is joined. -
FIG. 5 is an illustration of an interior perspective view of aninterface 140 formed between the first panelnonlinear edge 122a and the second panelnonlinear edge 122b of thefirst panel element 102a, and thesecond panel element 102b, respectively. The second panelnonlinear edge 122b is designed to interlace with the first panelnonlinear edge 122a to form thepanel assembly 100 with edgebands 108a, 108b that are interlaced for joining to the structure 115 (seeFIG. 9A ).FIG. 5 shows the edgebands 108a, 108b interlaced together to form theedgeband width 124 which may comprise a solid laminate interface area when the first andsecond panel elements edgebands width 124 is formed between anend 142 of the edgeband 108a and anend 144 of theedgeband 108b. Theedgeband width 124 of the panel edgebands 108a, 108b that are interlaced together is preferably reduced as compared to an edgeband width 54 (seeFIG. 4 ) of knownadjacent edgebands FIG. 4 ) formed by knownadjacent panel elements FIG. 4 ) havinglinear edges FIG. 4 ). The reducededgeband width 124 preferably results in an overall reduced weight of thepanel assembly 100, and when joined or attached to the structure 115 (seeFIG. 9A ), preferably results in an overall reduced weight of the joined or attachedpanel assembly 100 andstructure 115. -
FIG. 6 is an illustration of an exterior view of one of the embodiments of thepanel assembly 100 of the disclosure showing an interlacedpanel edgeband profile 119 formed between the first panelnonlinear edge 122a and the second panelnonlinear edge 122b of thefirst panel element 102a, and thesecond panel element 102b, respectively.FIG. 6 further shows the substantially in-line pattern 117 of thepanel openings nonlinear edge 122a is interlaced and joined with the second panelnonlinear edge 122b. - As shown in
FIGS. 11A-11C , in another embodiment of the disclosure, there is provided ascalloped panel assembly 150 comprising fourpanel elements nonlinear edge 154a-154h. As shown inFIG. 11A ,panel element 152a comprisesnonlinear edge 154a andnonlinear edge 154b.Panel element 152b comprisesnonlinear edge 154c andnonlinear edge 154d.Panel element 152c comprisesnonlinear edge 154e andnonlinear edge 154f.Panel element 152d comprisesnonlinear edge 154g andnonlinear edge 154h. Preferably, thenonlinear edges 154a-154h each have a scalloped orzippered edge configuration -
FIG. 11A is an illustration of an exterior perspective view of the scallopedpanel assembly 150 showing the fourpanel elements FIG. 11A ,nonlinear edge 154a is interlaced withnonlinear edge 154h,nonlinear edge 154b is interlaced withnonlinear edge 154c,nonlinear edge 154d is interlaced withnonlinear edge 154e, andnonlinear edge 154f is interlaced withnonlinear edge 154g. The fourpanel elements 152a-152d interlace together at interfaces 170 (seeFIG. 11A ). When thenonlinear edges 154a-154h are interlaced andpanel elements 152a-152d are adjacent each other, theedgebands 160 ofadjacent panel elements 152a-152d form an edgeband width 172 (seeFIG. 11 C) . - Each
panel element 152a-152d further comprises a plurality ofpanel openings FIG. 11A ). As discussed above, thefastener elements 138 may comprise known fastener elements such as rivets, nuts and bolts, screws, or other suitable fastener elements. Alternatively, instead offastener elements 138, thepanel assembly 100 may be joined to thestructure 115 via an adhesive or other chemical bonding element or other suitable fastening mechanism. Eachpanel element 152a-152d further comprisescore portions 158 having ramped portions 159 (seeFIG. 11B ) andedgebands 160. Eachpanel element 152a=152d further comprisesexterior surfaces FIGS. 11A-11B ) andinterior surfaces FIG. 11C ). - As shown in
FIG. 11A , the scallopedpanel assembly 150 is preferably joined or attached to structure 115 atattachment interface 136. As shown inFIGS. 11A-11B , thestructure 115 may comprise one or morestructural frame elements 116, each comprising afirst end edge 126, asecond end edge 130, and abody 134 havingopenings 132. -
FIG. 11B is an illustration of an exterior perspective view of theexterior surfaces 162a-162d of the scallopedpanel assembly 150 ofFIG. 11A with onepanel element 152d disconnected from theother panel elements structure 115 comprisingstructural frame elements 116 is shown. Eachstructural frame element 116 comprisesfirst end edge 126,second end edge 130, andbody 134 havingopenings 132. -
FIG. 11C is an illustration of an interior perspective view of theinterior surfaces 163a-163d of the scallopedpanel assembly 150 ofFIG. 11A . As shown inFIG. 11C , the scallopedpanel assembly 150 is preferably joined or attached to structure 115 atattachment interface 136. As shown inFIG. 11C , thestructure 115 comprises multiplestructural frame elements 116. Thestructural frame elements 116 may be attached to theedgebands 160 of thepanel elements 152a-152d via a plurality of fastener elements 138 (seeFIG. 11A ). Thefastener elements 138 may be secured withattachment elements 164. Preferably, theattachment elements 164 comprisefittings 166 configured to anchor and hold thefastener elements 138 in place against thefirst end edge 126 of thestructural frame element 116. As further shown inFIG. 11C , one or morestructural frame elements 116 may be continuous or undivided along theedgebands 160 of the panel elements. Alternatively, as shown inFIG. 11C , one or morestructural frame elements 116 may be divided or split into two or moreframe element pieces 168 that may attach on each side of the continuousstructural frame element 116. - In other embodiments, the panel assembly may comprise more than four panel elements where each panel element may have one or more nonlinear edge that is configured to interlace and join together with a nonlinear edge of adjacent panel elements.
- In another embodiment of the disclosure, there is provided a
method 200 of making a panel assembly 100 (seeFIG. 9A ) for joining to a structure 115 (seeFIG. 9A ), such as a structural frame element 116 (seeFIG. 9A ). Thestructural frame element 116 may comprise an aircraft structural frame element 46 (seeFIG. 2A ).FIG. 12 is an illustration of a flow diagram of an exemplary embodiment of themethod 200 of the disclosure. Thestructure 115 preferably has at least one panelized construction portion 101 (seeFIG. 1 ) and may comprise an aircraft 10 (seeFIG. 1 ), a spacecraft, a satellite, a rotorcraft, a watercraft, a boat, a train, an automobile, a truck, a bus, a tractor trailer, a building, and an architectural structure, or another suitable structure. - As shown in
FIG. 12 , themethod 200 comprisesstep 202 of fabricating afirst panel element 102a (seeFIG. 9A ) having at least one first panelnonlinear edge 122a (seeFIG. 9C ). Themethod 200 further comprises step 204 of fabricating asecond panel element 102b having at least one second panelnonlinear edge 122b. The second panelnonlinear edge 122b is preferably designed to interlace with the first panelnonlinear edge 122a. The first andsecond panel elements - As shown in
FIG. 12 , themethod 200 further comprises step 206 of interlacing the first panelnonlinear edge 122a with the second panelnonlinear edge 122b to form a panel assembly 100 (seeFIG. 9C ) with interlaced panel edgebands 108a, 108b (seeFIG. 6 ). - As shown in
FIG. 12 , themethod 200 further comprises step 208 of joining the interlaced panel edgebands 108a, 108b of thepanel assembly 100 to astructure 115, such as a structural frame element 116 (seeFIG. 9B ). An edgeband width 124 (seeFIG. 5 ) of the interlaced panel edgebands 108a, 108b is preferably reduced as compared to a width 54 (seeFIG. 4 ) ofadjacent panel edgebands FIG. 4 ) formed byadjacent panel elements linear edges edgeband width 124 preferably results in an overall reduced weight of thepanel assembly 100, and when the panel assembly 110 is attached to thestructure 115, preferably results in an overall reduced weight of thepanel assembly 100 and thestructure 115. - The
method 200 may further comprise fastening the interlaced panel edgebands 108a, 108b to thestructure 115 with a plurality offastener elements 138. Thepanel assembly 100 disclosed herein preferably has an overall reduced fastener element count offastener elements 138 that may be used to fasten the interlaced panel edgebands 108a, 108b of the first andsecond panel elements structure 115, such as thestructural frame element 116, as compared to an overall fastener element count that may be used to fastenadjacent panel edgebands FIG. 4 ) formed byadjacent panel elements linear edges FIG. 4 ). The reduced fastener element count of thepanel assembly 100 preferably results in a further overall reduced weight of thepanel assembly 100 and thestructure 115. Alternatively, instead offastener elements 138, thepanel assembly 100 may be joined to thestructure 115 via an adhesive or other chemical bonding element or other suitable fastening mechanism. - In another embodiment of the disclosure, there is provided a
method 250 of making a scalloped panel assembly 150 (seeFIGS. 11A-11B ) for joining to an aircraft 10 (seeFIG. 1 ).FIG. 13 is an illustration of a flow diagram of an exemplary embodiment of themethod 300 of the disclosure. Themethod 250 comprisesstep 252 of fabricating a plurality ofpanel elements 152a-152d (seeFIG. 11A ), eachpanel element 152a-152d having at least onenonlinear edge 154a-154h (seeFIG. 11A ). Preferably, thenonlinear edges 154a-154h each comprise scalloped or zipperededges 155a-155h (seeFIG. 11A ), respectively, each comprising a plurality of rounded scallopedprojections 157. Each roundedscalloped projection 157 preferably has a plurality offastener openings 156a-156d (seeFIG. 11B ). Thepanel element 152a-152d are fabricated using panel fabrication processes known in the art. - The
method 250 further comprises step 254 of interlacing thepanel elements 152a-152d together such that at least one scalloped orzippered edge 155a-155h of thepanel elements 152a-152d interlace and correspond with at least one adjacent scalloped orzippered edge 155a-155h of one or moreadjacent panel elements 152a-152d to form ascalloped panel assembly 150 with interlaced scalloped edgebands 160 (seeFIG. 11B ). - The
method 250 further comprises step 256 of joining one or more interlaced scalloped edgebands 160 of the scallopedpanel assembly 150 to one ormore structures 115, such as structural frame elements 116 (seeFIG. 11B ), where thestructural frame elements 116 preferably comprise aircraft structural frame elements 46 (seeFIG. 2B ). - The
method 250 further comprises step 258 of inserting a fastener element 138 (seeFIG. 11A ) through each panel opening 156a-156d (seeFIG. 11A ) and throughcorresponding frame openings 128, such as, for example, aircraft frame openings, provided instructural frame element 116, such as the aircraft structural frame element 46 (seeFIG. 2B ) in order to fasten the one or more interlaced scalloped edgebands 160 to the one or morestructural frame elements 116, such as aircraftstructural frame elements 46. Alternatively, instead offastener elements 138, the scallopedpanel assembly 100 may be joined to thestructure 115 via an adhesive or other chemical bonding element or other suitable fastening mechanism. - An edgeband width 172 (see
FIG. 11 B) of the interlaced scalloped edgebands 160 is preferably reduced as compared to an edgeband width 54 (seeFIG. 4 ) ofadjacent panel edgebands FIG. 4 ) formed byadjacent panel elements FIG. 4 ) havinglinear edges FIG. 4 ). The reducededgeband width 172 preferably results in an overall reduced weight of thepanel assembly 100 and thestructure 115, such as thestructural frame element 116, preferably comprising one or more aircraftstructural frame elements 46. - When the panel scalloped edges are interlaced and joined with the
structural frame element 116, preferably comprising one or more aircraftstructural frame elements 46, thepanel openings 156a-156d in the rounded scallopedprojections 157 are preferably aligned in a substantially in-line pattern 117 (seeFIG. 6 ). The scallopedpanel assembly 150 preferably has a reduced fastener element count to fasten the one or more interlaced scalloped edgebands 160 to the one or morestructural frame elements 116, such as the aircraftstructural frame elements 46, as compared to a fastener element count to fastenadjacent panel edgebands FIG. 4 ) formed byadjacent panel elements FIG. 4 ) havinglinear edges FIG. 4 ). The reduced fastener element count preferably results in a further overall reduced weight of the scallopedpanel assembly 150 and thestructure 115, such as thestructural frame element 116, preferably comprising one or more aircraftstructural frame elements 46. - Disclosed embodiments of the
panel assemblies methods second panel elements FIG. 9A ) orpanel elements 152a-152d (seeFIG. 11A ) having edgebands 108a, 108b (seeFIG. 9B ) or edgebands 160 (seeFIG. 11B ), respectively, having a scalloped orzippered edge configuration FIG. 9C ) or 155a-155h (seeFIG. 11A ), respectively. Preferably, thepanel assemblies FIG. 1 ). More preferably, thepanel assemblies FIG. 1 ) on aircraft 10 (seeFIG. 1 ). By scalloping and interlacing the edgebands 108a, 108b (seeFIG. 9B ) or edgebands 160 (seeFIG. 11B ) of the first andsecond panel elements FIG. 9A ) orpanel elements 152a-152d (seeFIG. 11A ), respectively, a weight savings for both the panel assemblies and the joined or attached structure may be achieved over known wing-to-body fairing panel configurations having panel elements with linear or straight edges. Further, by using the scalloped orzippered edge configuration FIG. 9C ) or 155a-115h (seeFIG. 11A ), the size of the edgebands 108a, 108b (seeFIG. 9B ) or edgebands 160 (seeFIG. 11B ), as well as the thickness of the joint formed between the panel elements, may be reduced, and may thus result in an overall decrease in a solid laminate edgeband area and may also result in an overall reduction in weight of the panel assemblies and the attached structure. The use of first andsecond panel elements FIG. 9A ) orpanel elements 152a-152d (seeFIG. 11A ) haying edgebands 108a, 108b (seeFIG. 9B ) or edgebands 160 (seeFIG. 11B ), respectively, having a scalloped orzippered edge configuration FIG. 9C ) or 155a-155h (seeFIG. 11A ), respectively, may result in lighter weight panel assemblies and joined or attached structures, for example, lighter weight wing-to-body fairings and lighter weight aircraft. A weight savings may be achieved due to an overall reduction in the solid laminate edgeband area and a corresponding increase in the core portion area or sandwich region or portion of the panel element with a honeycomb core, since the core portion area or sandwich region or portion of the panel element with a honeycomb core weighs less than the solid laminate edgebands area. -
FIG. 14 is an illustration of a perspective view of anexemplary aircraft 80 that may incorporate one or more advantageous embodiments of an access door assembly 400 (seeFIGS. 16A-16D ) of the disclosure that may be in the form of an aircraft access door assembly 401 (seeFIG. 18 ). As shown inFIG. 14 , theaircraft 10 comprises a fuselage orbody 12, anose 14, acockpit 16,wings 18 operatively coupled to the fuselage orbody 12, one ormore propulsion units 20, a tailvertical stabilizer 22, one or more tailhorizontal stabilizers 24, and a wing-to-body fairing 26 withfasteners 28.FIG. 14 showsaccess door assemblies 400, such as aircraftaccess door assemblies 401, incorporated on thepropulsion units 20. Although theaircraft 10 shown inFIG. 14 is generally representative of a commercial passenger aircraft, theaccess door assembly 400, such as the aircraftaccess door assembly 401, may also be employed in other types of aircraft. More specifically, the teachings of the disclosed embodiments may be applied to other passenger aircraft, cargo aircraft, military aircraft, rotorcraft, and other types of aircraft or aerial vehicles, as well as aerospace vehicles, satellites, space launch vehicles, rockets, and other aerospace vehicles. It may also be appreciated that embodiments of the assemblies, methods, and systems in accordance with the disclosure may be utilized in other transport vehicles, such as boats and other watercraft, trains, automobiles, trucks, buses, or other suitable transport vehicles. It may further be appreciated that embodiments of the assemblies, methods, and systems in accordance with the disclosure may be used in various structures where an access door may be attached to a structure or structural element, such as buildings, bridges, or other suitable structures. - As shown in
FIGS. 16A-16D , in one of the embodiments, there is provided anaccess door assembly 400 for joining to astructure 444, such as an aircraftstructural element 446. Thestructure 444 preferably has an exterior side 448 (seeFIG. 16A ) and an interior side 450 (seeFIG. 16C ). Thestructure 444 may comprise an aircraft 80 (seeFIG. 14 ), a spacecraft, a satellite, a rotorcraft, a watercraft, a boat, a train, an automobile, a truck, a bus, a tractor trailer, a building or other architectural structure, or another suitable structure. Preferably, theaccess door assembly 400 comprises an aircraft access door assembly 401 (seeFIGS. 14 and18 ). -
FIG. 16A is an illustration of an exterior perspective view of one of the embodiments of theaccess door assembly 400 of the disclosure.FIG. 16B is an illustration of an exterior perspective view of theaccess door assembly 400 ofFIG. 16A with anaccess door 402 removed.FIG. 16C is an illustration of an interior perspective view of theaccess door assembly 400 ofFIG. 16A .FIG. 16D is an illustration of an interior perspective view of theaccess door assembly 400 ofFIG. 16A with theaccess door 402 removed. - As shown in
FIG. 16A , theaccess door assembly 400 comprises anaccess door 402 having at least one access doornonlinear edge 404. Preferably, the access doornonlinear edge 404 has a scallopededge configuration 406 comprising a plurality of rounded scallopedprojections 408 each having anaccess door opening 410. Theaccess door 402 preferably comprises a plurality of the access door openings 410 (seeFIG. 16A ), a width 412 (seeFIG. 18 ), an exterior side 414 (seeFIG. 16A ), an interior side 416 (seeFIG. 16C ), and a single central opening 418 (seeFIG. 16A ). The singlecentral opening 418 may be used to provide access to a part or element behind theaccess door 402 or thestructure 444, for example, access to a valve (not shown), an electrical component (not shown), a frequently replaced item, a visual indicator of a fluid level (not shown), or another part or element. Preferably, theaccess door openings 410 are spaced interiorly along the access.doornonlinear edge 404. Theaccess door 402 may be non-hinged and removable. Alternatively, theaccess door 402 may be hinged and have a hinged side or edge with the other sides having thenonlinear edges 404 or scallopededge configuration 406. As shown inFIG. 16B , theaccess door 402 is removed to show aninterior opening 452 into thestructure 444, theinterior opening 452 having a diameter (d3) 454. - As shown in
FIG. 16A , theaccess door assembly 400 further comprises asupport structure 420 comprising at least one support structurenonlinear edge 422. Preferably, the support structurenonlinear edge 422 has a scalloped edge configuration 424 (seeFIG. 16B ) comprising a plurality of rounded scallopedprojections 426 each having asupport structure opening 428. Thesupport structure 420 preferably comprises a plurality of the support structure openings 428 (seeFIG. 16A ), a recessed edge portion 430 (seeFIG. 16B ), an exterior side 432 (seeFIG. 16A ), and an interior side 434 (seeFIG. 16C ). Preferably, thesupport structure openings 428 are interiorly spaced along the support structurenonlinear edge 422. - As shown in
FIGS. 16B and16D , theaccess door assembly 400 further comprises adoubler element 436 that may be permanently attached to theinterior side 434 of thesupport structure 420. Thedoubler element 436 preferably comprises an exterior side 438 (seeFIG. 16B ), an interior side 440 (seeFIG. 16D ), and a plurality of doubler openings 442 (seeFIG. 16D ). As shown inFIG. 16D , thedoubler element 436 has a diameter (d4) 456. The diameter (d4) 456 of thedoubler element 436 of theaccess door assembly 400 is preferably reduced as compared to the diameter (d2) 340 (seeFIG. 15D ) of the known doubler 318 (seeFIG. 15D ) of the known access door assembly 300 (seeFIG. 15D ) having the circular edge 303 (seeFIG. 15A ). The reduced diameter (d4) 456 of thedoubler element 436 preferably results in an overall reduced weight of theaccess door assembly 400 and thestructure 444 to which theaccess door assembly 400 is joined. - The support structure
nonlinear edge 422 is designed to interlace with the access doornonlinear edge 404 to form anaccess door assembly 400 for joining to the structure 444 (seeFIG. 16A ), such as the aircraft structural element 446 (seeFIG. 16B ). Theaccess door assembly 400 preferably has an interlaced nonlinear edge interface 478 (seeFIG. 17A ). When the access doornonlinear edge 404 is interlaced and joined with the support structurenonlinear edge 422, the spacedaccess door openings 410 and the spacedsupport structure openings 428 are preferably aligned in a substantially continuous circle pattern 476 (seeFIG. 17A ). The access doornonlinear edge 404 and the support structurenonlinear edge 422 preferably each have a C-shaped profile 479 (seeFIG. 17A ). The access doornonlinear edge 404 and the support structurenonlinear edge 422 are preferably in a parallel position 480 (seeFIG. 17A ) to each other, when the access doornonlinear edge 404 and the support structurenonlinear edge 422 are interlaced together. - As shown in
FIG. 16A , theaccess door assembly 400 may further comprise a plurality offastener elements 458 configured for insertion through theaccess door openings 410 and for insertion through corresponding doubler element openings 442 (seeFIG. 16B ) provided in thedoubler element 436 in order to attach theaccess door 402 to thedoubler element 436 and, in turn, to thestructure 444. Preferably, theaccess door assembly 400 has a reducedfastener element 458 count to fasten theaccess door 402 to thedoubler element 436 and thestructure 444, as compared to afastener element 342 count to fasten the known access door assembly 300 (seeFIG. 15A ) having the circular edge 303 (seeFIG. 15A ) (or alternatively, having a linear edge). Preferably, the reducedfastener element 458 count results in an overall reduced weight of theaccess door assembly 400 and thestructure 444 to which theaccess door assembly 400 is joined. -
FIG. 17A is an illustration of an exterior top view of another one of the embodiments of anaccess door assembly 400 of the disclosure where theaccess door 402 has apositioning tab portion 462. Thepositioning tab portion 462 may be used when rotational orientation is desired or positioning or location of theaccess door 402 is desired. Thepositioning tab portion 462 is differentiated in configuration and shape from the rounded scallopedprojections FIG. 17A , thepositioning tab portion 462 may comprise an top substantially flattenedportion 464 and sides 466. The access doornonlinear edge 404 may have apositioning tab portion 462a. The support structurenonlinear edge 422 may have a correspondingpositioning tab portion 462b. Thepositioning tab portion 462a of the access doornonlinear edge 404 is preferably designed to interlace with the correspondingpositioning tab portion 462b of the support structurenonlinear edge 422. -
FIG. 17B is an illustration of a cross-sectional view taken along lines 17B-17B ofFIG. 17A. FIG. 17C is an illustration of a cross-sectional view taken alonglines 17C-17C ofFIG. 17A. FIG. 17B shows theaccess door 402 attached or joined to thedoubler element 436 with thefastener element 458 inserted through access door opening 410 (seeFIG. 17A ) and the doubler element opening 442 (seeFIG. 16B ). Thefastener element 458 may comprise abolt 459, a screw, a rivet, nuts and bolts, or other suitable fastener elements.Nutplates 468 are positioned adjacent thefastener element 458 to hold thefastener element 458 in place through the access door opening 410 (seeFIG. 17A ) the doubler element opening 442 (seeFIG. 16B ). As shown inFIG. 17B , thedoubler element 436 is also attached to thesupport structure 420, and the support structure is shown with acore portion 470 and a rampedportion 472. Alternatively, instead offastener elements 458, theaccess door 402 may be attached or joined to thedoubler element 436 via an adhesive or other chemical bonding element or other suitable fastening mechanism. -
FIGS. 17C shows thecore portion 470 of thesupport structure 420 attached or joined to thedoubler element 436 inserted through the support structure opening 428 (seeFIG. 17A ) and the doubler element opening 442 (seeFIG. 16B ) with thefastener element 458. Thefastener element 458 may comprise thebolt 459, a screw a rivets, nuts and bolts, or other suitable fastener elements.Nuts 469 are positioned adjacent thefastener element 458 to permanently hold thefastener element 458 in place through the support structure opening 428 (seeFIG. 17A ) and the doubler element opening 442 (seeFIG. 16B ). As shown inFIG. 17C , theaccess door 402 is also attached to thedoubler element 436. Alternatively, instead offastener elements 458, thesupport structure 420 may be attached or joined to thedoubler element 436 via an adhesive or other chemical bonding element or other suitable fastening mechanism. - In another embodiment of the disclosure, there is provided an aircraft access door assembly 401 (see
FIG. 14 andFIG. 18 ) for joining to an aircraft 80 (seeFIG. 14 ).FIG. 18 is an illustration of an exterior perspective view of the aircraftaccess door assembly 401, where theaccess door 402 has thepositioning tab portion 462 with the top flattenedportion 464 and sides 466. The aircraftaccess door assembly 401 comprises theaccess door 402 preferably having the scallopededge configuration 406 and the plurality ofaccess door openings 410.FIG. 18 shows theaccess door 402 having the at least one access doornonlinear edge 404 with thescalloped edge configuration 406 comprising the plurality of rounded scallopedprojections 408 each having theaccess door opening 410. Theaccess door 402 may be non-hinged and removable. Alternatively, theaccess door 402 may be hinged and have a hinged side or edge with the other sides having thenonlinear edges 404 or scallopededge configuration 406. As shown inFIG. 18 , theaccess door 402 is removed to show theinterior opening 452 into thesupport structure 420. - The aircraft
access door assembly 401 further comprises thesupport structure 420 in the form of asupport structure panel 460. Thesupport structure panel 460 comprises at least one support structurenonlinear edge 422 with thescalloped edge configuration 424 comprising the plurality of rounded scallopedprojections 426 each having thesupport structure opening 428. Thesupport structure panel 460 hasexterior side 432 andinterior side 434. Thesupport structure panel 460 may further comprise a plurality ofedge openings 461 positioned along the exterior edges of thesupport structure panel 460. - The aircraft
access door assembly 401 further comprises thedoubler element 436 attached to aninterior side 434 of thesupport structure 420, the doubler element having the plurality ofdoubler element openings 442.FIG. 18 further shows thedoubler element 436 that may be permanently attached to theinterior side 434 of thesupport structure 420 in the form of thesupport structure panel 460. When theaccess door 402 is joined to thesupport structure panel 460 and to thedoubler element 436, theaccess door 402 is joined in direction D as shown inFIG. 18 . - The
scalloped edge configuration 406 of theaccess door 402 is designed to interlace with thescalloped edge configuration 424 of thesupport structure 420 to form the aircraftaccess door assembly 401 for joining to the aircraft 80 (seeFIG. 14 ). The aircraftaccess door assembly 401 preferably has an interlaced scalloped interface. The aircraftaccess door assembly 401 further comprises a plurality offastener elements 458 for insertion through theaccess door openings 410 and for insertion through thedoubler element openings 442 corresponding to theaccess door openings 410 in order to join theaccess door 402 to thedoubler element 436 and to theaircraft 80. A diameter (d4) 456 (seeFIG. 16D ) of thedoubler element 436 of the aircraftaccess door assembly 401 is preferably reduced as compared to a diameter (d2) 340 (seeFIG. 15D ) of adoubler 318 of a knownaccess door assembly 300 having a circular edge 303 (or alternatively, a linear edge), such that the reduced diameter (d4) 456 preferably results in an overall reduced weight of the aircraftaccess door assembly 401 and theaircraft 80 to which the aircraftaccess door assembly 401 is joined. - In another embodiment of the disclosure, there is provided a
method 500 of making anaccess door assembly 400 or aircraftaccess door assembly 401 of the disclosure for joining to astructure 444, such as an aircraft 80 (seeFIG. 14 ).FIG. 19 is an illustration of a flow diagram of an exemplary embodiment of themethod 500. Themethod 500 comprisesstep 502 of fabricating an access door 402 (seeFIG. 16A ) having at least one access door nonlinear edge 404 (seeFIG. 16A ). The access doornonlinear edge 404 preferably has a scallopededge configuration 406 comprising a plurality of rounded scallopedprojections 408 each having anaccess door opening 410. Theaccess door 402 may be fabricated using fabrication processes known in the art. - The
method 500 further comprises step 504 of fabricating a support structure 420 (seeFIG. 16A ) having at least one support structure nonlinear edge 422 (seeFIG. 16B ), wherein the support structurenonlinear edge 422 is designed to interlace with the access doornonlinear edge 404. The support structurenonlinear edge 422 preferably has a scallopededge configuration 424 comprising a plurality of rounded scallopedprojections 426 each having asupport structure opening 428. Thesupport structure 420 may be fabricated using fabrication processes known in the art. - The
method 500 further comprises step 506 of attaching a doubler element 436 (seeFIG. 16D ) to an interior side 434 (seeFIG. 16D ) of thesupport structure 420. Thedoubler element 436 is preferably permanently attached with fastener elements 458 (seeFIG. 16A ) such as bolts 459 (seeFIG. 17C ) or another suitable fastener element and with nuts 469 (seeFIG. 17C ). Alternatively, instead offastener elements 458, thesupport structure 420 may be attached or joined to thedoubler element 436 via an adhesive or other chemical bonding element or other suitable fastening mechanism. - The
method 500 further comprises step 508 of interlacing the access doornonlinear edge 404 with the support structurenonlinear edge 422 to form anaccess door assembly 400, such as an aircraftaccess door assembly 401, with an interlaced nonlinear edge interface 478 (seeFIG. 17A ). - The
method 500 further comprises step 510 of joining theaccess door assembly 400 to astructure 444, such as an aircraft structural element 446 (seeFIG. 16B ). The joiningstep 510 may further comprise removably fastening theaccess door 402 to thedoubler element 436 with a plurality, of fastener elements 458 (seeFIG. 16A ) such as bolts 459 (seeFIG. 17B ) or another suitable fastener element. A diameter (d4) 456 (seeFIG. 16D ) of thedoubler element 436 of theaccess door assembly 400 is preferably reduced as compared to a diameter (d2) 340 (seeFIG. 15D ) of adoubler 318 of a known access door assembly 300 (seeFIG. 15A ) having a circular edge 303 (seeFIG. 15A ), or alternatively, a linear edge, such that the reduced diameter (d4) 456 of thedoubler element 436 preferably results in an overall reduced weight of theaccess door assembly 400, such as the aircraftaccess door assembly 401, and thestructure 444 to which theaccess door assembly 400, such as the aircraftaccess door assembly 401, is joined. - The
access door assembly 400 preferably has a reduced fastener element count to fasten theaccess door 402 to thedoubler element 436 and, in turn, to thestructure 444, as compared to a fastener element count to fasten the known access door assembly 300 (seeFIG. 15A ) having the circular edge 303 (seeFIG. 15A ), or alternatively, a linear edge. Further, the reduced fastener element count preferably results in an overall reduced weight of theaccess door assembly 400 and thestructure 444 to which theaccess door assembly 400 is joined. Preferably, thestructure 444 comprises an aircraft 80 (seeFIG. 14 ), a spacecraft, a satellite, a rotorcraft, a watercraft, a boat, a train, an automobile, a truck, a bus, a tractor trailer, a building, and an architectural structure. - Disclosed embodiments of the
access door assembly 400, the aircraftaccess door assembly 401, and themethod 500 provide a unique edge interface on a non-hinged (nutplate 468 attached) or hinged, removable or attached, access door which allows for a single row offastener elements 458 and results in a lighter weightaccess door assembly 400, such as aircraftaccess door assembly 401. The interlacednonlinear edge interface 478 or trim pattern, as shown inFIG. 17A , may be used to meet minimum edge margins in both theaccess door 402 and the surroundingsupport structure 420. The interlacednonlinear edge interface 478 or trim pattern allows for a single row offastener elements 458 to be used, thus reducing the width of thedoubler element 436, and also when the surroundingsupport structure 420 is of a composite sandwich construction, such as the core portion 470 (seeFIG. 17B ). When rotational orientation is desired, one interlaced portion in the form of the positioning tab portion 462 (seeFIG. 17A ) or another configuration, can be differentiated from the rounded scallopedprojections doubler element 436, and not the interlacednonlinear edge interface 478 or trim pattern of theaccess door 402 andsupport structure 420 interface. - Disclosed embodiments of the
access door assembly 400, the aircraftaccess door assembly 401, and themethod 500 may provide a cost savings by reducing the amount offastener elements 458 that may be required, and may provide a reduction in the labor time and overall manufacturing time to install thefastener elements 458. Disclosed embodiments of theaccess door assembly 400, the aircraftaccess door assembly 401, and themethod 500 may provide a weight savings by reducing the diameter (d4) 456 (seeFIG. 16D ) and width of thedoubler element 436 and reducing the quantity offastener elements 458 used. When the surroundingsupport structure 420 is a composite sandwich structure such as core portion 470 (seeFIG. 17A ), the width of the solid laminate area for thedoubler element 436 to attach to may also be reduced. Such width of the solid laminate area, which is typically heavier due to the higher quantity of plies than over the core portion 470 (seeFIG. 17B ). Thus, disclosed embodiments of theaccess door assembly 400, the aircraftaccess door assembly 401, and themethod 500 result in a decrease in cost, weight, and fastener element count. - According to an aspect of the present invention there is provided an aircraft access door assembly for joining to an aircraft, the aircraft access door assembly comprising an access door comprising a scalloped edge configuration and a plurality of access door openings; a support structure comprising a scalloped edge configuration and a plurality of support structure openings; and, a doubler element attached to an interior side of the support structure, the doubler element having a plurality of doubler element openings, wherein the scalloped edge configuration of the access door is designed to interlace with the scalloped edge configuration of the support structure to form an aircraft access door assembly for joining to an aircraft structure, the aircraft access door assembly having an interlaced scalloped interface; a plurality of fasteners for insertion through the access door openings and insertion through the doubler element openings corresponding to the access door openings in order to join the access door to the doubler element and to the aircraft structure; and further wherein a diameter of the doubler element of the aircraft access door assembly is reduced as compared to a diameter of a doubler element of a known access door assembly having a linear or circular edge, such that the reduced diameter results in an overall reduced weight of the aircraft access door assembly and the aircraft structure to which the aircraft access door assembly is joined.
- Advantageously the access door assembly has a reduced fastener element count to fasten the access door to the doubler element and the structure, as compared to a fastener element count to fasten the known access door assembly having the linear or circular edge, and further wherein the reduced fastener element count results in an overall reduced weight of the access door assembly and the structure.
- Advantageously the access door openings are spaced along the scalloped edge configuration of the access door, and wherein the support structure openings are spaced along the scalloped edge configuration of the support structure, such that when the scalloped edge configuration of the access door is interlaced and joined with the scalloped edge configuration of the support structure, the spaced access door openings and the spaced support structure openings are aligned in a substantially continuous circle pattern.
- Advantageously the scalloped edge configuration of the access door has a positioning tab portion and the scalloped edge configuration of the support structure has a corresponding positioning tab portion, such that the positioning tab portion of the scalloped edge configuration of the access door is designed to interlace with the corresponding positioning tab portion of the scalloped edge configuration of the support structure.
- Many modifications and other embodiments of the disclosure will come to mind to one skilled in the art to which this disclosure pertains having the benefit of the teachings presented in the foregoing descriptions and the associated drawings. The embodiments described herein are meant to be illustrative and are not intended to be limiting or exhaustive. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation.
Claims (11)
- An aircraft access door assembly (401) for joining to an aircraft (80), the access door assembly comprising:an access door (402) comprising at least one access door nonlinear edge (404); a support structure (420) comprising at least one support structure nonlinear edge (422); and,a doubler element (436) attached to an interior side of the support structure, wherein the support structure nonlinear edge (422) is designed to interlace with the access door nonlinear edge (404),wherein the access door assembly has an interlaced nonlinear edge interface (478);
and characterized in that the access door nonlinear edge (404) has a scalloped edge configuration comprising a plurality of rounded scalloped projections (125a, 125b) each having an access door opening (410), and the support structure nonlinear edge (422) has a scalloped edge configuration comprising a plurality of rounded scalloped projections (125 a, 125b) each having a structure opening (428). - The assembly of claim 1 further comprising a plurality of fastener elements (458) configured for insertion through the access door openings (410) and for insertion through corresponding doubler element openings (442) provided in the doubler element (436) in order to attach the access door (410) to the doubler element (436) and, in turn, the structure.
- The assembly of claim 2, wherein the access door assembly has a reduced fastener element count to fasten the access door to the doubler element (436) and the structure, as compared to a fastener element count to fasten the known access door assembly having the linear or circular edge, and further wherein the reduced fastener element count results in an overall reduced weight of the access door assembly and the structure.
- The assembly in any of claims 1 to 3, wherein the access door has a plurality of spaced access door openings (410) along the access door nonlinear edge (404), and the support structure has a plurality of spaced structure openings (428) along the support structure nonlinear edge (422), such that when the access door nonlinear edge (404) is interlaced and joined with the support structure nonlinear edge (422), the spaced access door openings and the spaced structure opening (428)s are aligned in a substantially continuous circle pattern.
- The assembly in any of claims I to 4, wherein the access door nonlinear edge (404) has a positioning tab portion (462) and the support structure nonlinear edge (422) has a corresponding positioning tab portion (462), such that the positioning tab portion (462) of the access door nonlinear edge (404) is designed to interlace with the corresponding positioning tab portion (462) of the support structure nonlinear edge (422).
- The assembly in any of claims 1 to 5, wherein the support structure (420) comprises an aircraft structural element.
- The assembly in any of claims 1 to 6, wherein the access door nonlinear edge (404) is parallel to the support structure nonlinear edge (422) when the access door nonlinear edge (404) is interlaced with the support structure nonlinear edge (422).
- A method of making an aircraft access door assembly (401) for joining to an aircraft (80), the method comprising:fabricating an access door (402) having at least one access door nonlinear edge (404);fabricating a support structure (420) having at least one support structure nonlinear edge (422), wherein the support structure nonlinear edge (422) is designed to interlace with the access door nonlinear edge (404);attaching a doubler element (436) to an interior side of the support structure; interlacing the access door nonlinear edge (404) with the support structure nonlinear edge (422) to form an access door assembly (400) with an interlaced nonlinear edge interface (478); and,joining the access door assembly to a structure,wherein the access door nonlinear edge (404) has a scalloped edge configuration comprising a plurality of rounded scalloped projections (125a, 125b) each having an access door opening (410), and the support structure nonlinear edge (422) has a scalloped edge configuration comprising a plurality of rounded scalloped projections (125 a, 125b) each having a structure opening (428).
- The method of claim 8, wherein the access door nonlinear edge (404) has a positioning tab portion (462) and the support structure nonlinear edge (422) has a corresponding positioning tab portion (462), such that the positioning tab portion (462) of the access door nonlinear edge (404) is designed to interlace with the corresponding positioning tab portion (462) of the support structure nonlinear edge (422).
- The method of claim 8 or 9, wherein the access door has a plurality of spaced access door openings (410) along the access door nonlinear edge (404), and the support structure (420) has a plurality of spaced structure openings (428) along the support structure nonlinear edge (422), such that when the access door nonlinear edge (404) is interlaced and joined with the support structure nonlinear edge (422), the spaced access door openings and the spaced structure openings (428) are aligned in a substantially continuous circle pattern.
- The method in any of claims 8 to 10, wherein the access door nonlinear edge (404) is parallel to the support structure nonlinear edge (422) when the access door nonlinear edge (404) is interlaced with the support structure nonlinear edge (422).
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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US13/249,249 US9126670B2 (en) | 2011-09-30 | 2011-09-30 | Panel assembly and method of making the same |
US13/251,221 US9126672B2 (en) | 2011-09-30 | 2011-10-01 | Access door assembly and method of making the same |
PCT/US2012/052707 WO2013048656A2 (en) | 2011-09-30 | 2012-08-28 | Access door assembly and method of making the same |
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EP2760734A2 EP2760734A2 (en) | 2014-08-06 |
EP2760734B1 true EP2760734B1 (en) | 2017-02-08 |
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EP12766199.9A Active EP2760733B1 (en) | 2011-09-30 | 2012-08-24 | Aircraft wing-to-body fairing panel assembly and method of making the same |
EP12756316.1A Active EP2760734B1 (en) | 2011-09-30 | 2012-08-28 | Access door assembly and method of making the same |
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EP2759467B1 (en) * | 2013-01-24 | 2016-10-19 | Airbus Operations GmbH | Aircraft frame and method of mounting two fuselage segments |
US9764849B2 (en) * | 2014-09-18 | 2017-09-19 | The Boeing Company | Method of attaching nacelle structure to minimize fatigue loading |
DE102015106761A1 (en) * | 2015-04-30 | 2016-11-03 | Airbus Operations Gmbh | Assembly of structural elements in aviation |
FR3065437B1 (en) * | 2017-04-25 | 2019-12-13 | Airbus Operations | AIR CONDITIONING PARK TAKE-OFF SYSTEM FOR CONNECTING AN AIR GENERATOR TO AN AIRCRAFT |
US10800507B2 (en) * | 2017-06-20 | 2020-10-13 | The Boeing Company | Panel for a vehicle and method of manufacturing a panel |
US11008109B2 (en) * | 2018-07-16 | 2021-05-18 | The Boeing Company | Aircraft ice protection systems |
CN112606990A (en) * | 2020-12-29 | 2021-04-06 | 中国航空工业集团公司西安飞机设计研究所 | Aircraft wallboard butt-joint structural |
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JP2014530145A (en) | 2014-11-17 |
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WO2013048656A2 (en) | 2013-04-04 |
ES2609841T3 (en) | 2017-04-24 |
WO2013048649A3 (en) | 2013-07-18 |
CN103826969A (en) | 2014-05-28 |
EP2760734A2 (en) | 2014-08-06 |
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